Diesel engine starting means and method



July 19, 1960 J. M. HOWELL DIESEL ENGINE STARTING MEANS AND METHOD FiledMay 27, 1955 FIG. 4

Invenor:

Jack MCC. Howell his Attorney Unite States PatentOice 2,945,483`Patented July"19 1960 DIESEL ENGINE STARTING MEANS MEI'HoD 'Jack M.Howell, Round Bay Road, Severna Park, Md.

Filed May 27, 1955, Ser. No. 511,588

8 Claims. (Cl. 12'3-179) The present invention relates broadly to'meansand a method for starting engines and, more particularly, dieselengines. t

Dependent yfor fir-ing upon the heat `developed during the compressionstroke, diesel engines areV notoriously diiiicult .to start in coldweather, with consequent excessive load on and wear of the electrical orother cranking system.

One possible solution for this problem is to add to the combustionmixture .of diesel oil `and air a charge of a relatively low ring orflash point liquid such as ethyl ether, so as to lower the initialtiring temperature of the fuel. To this end it has been attempted tointroduce a .2 powered vehicles, which contains a supply cylindercapable of holding air under pressure lfor protracted periods, andchargeable during operation of the vehicle :by the latters compressor,the system being Vprovided with a safety switch mechanism for limiting.the injection of starting fluid to only those situations where 'it isrequired; such as in cold weather whenV the engine has stood idlesuiciently long to dissipate the heat ,from its last operation.

`In a permanent installation, as contemplated by the invention, themechanical or electrical tie in between starter and booster injectionmechanisms, whencoupled with means providing a metered charge of theadditive,- insures4 no overcharge'in the cylinders and the meteredcharge can [be easily and readily adjusted in' advance.

Y This is a very important -aspect of thepresent invention charge ofsuch .a liquid into the intake manifold, using a pump or squirt can, anddepending upon the usual blower by which air is drawn into the manifoldto mix the liquid with the air. A difficulty with this proposal is thatthe Iblower is driven .by the diesel engine and during the crankingstage revolves at too low a speed to insure thorough mixing of theadditive with the air and consequent uniform `distribution to .theseveral cylinders. Another difficulty is that the introductionof the.additive is entirely under the control of the operator, rendering ithaphazard both as to charge and las to time relative to actuation of-the starter. Also, .the liquid additive sometimes reaches a cylinder as-a liquid slug with possible consequent damage to the cylinder wall byrelatively large scale explosions.

Another expedient attempted has beenito introduce the additive liquid incapsule form into the fuel tank. How-4 ever, this method has `thedefinite disadvantage that the highly volatile additive, onceintroduced, escapes rapidly from the diesel oil, thus affording no.assuranceof its presence in the fuel mixture injected into thecylinders.

Accordingly, it is an object of the present invention to provide means`and a method for facilitating starting of a diesel engine, Iwhichovercomes the failures anddrawbacks of previous systems.

Another object of this invention is to provide a simple, inexpensive andhighly etcient mechanism for promoting .and facilitating starting ofdiesel engines.

In accordance with the teachings of this invention, a highly volatile orother liquid having a low tir-ing temperature or iash point relative todiesel oil, such for example as ethyl ether, is vaporized or atomizedand injected under pressure into the inta-ke manifold of the engine,simultaneously with .the .actuation of the stanter, the liquid additive,due to .its-vapor state and the superchar-ger action of its injectionunder pressure, evenly dispersing through the intake air and being.uniformly distributed to the cylinders, with resultant almost instantstarting of the engine. Due to the uniform distribution of .the.additive and almost instant starting of the engine, battery, starter,and generator wear .and maintenance are markedly reduced, and damage orexcessive wear of any ofthe cylinders is prevented. v .y

'I It is also an object of this invention to provide a booster startingsystem for installationl as a unit on 'dieselsince .it insures properand desired starting of the diesel engine, without the possibility ofhuman error or inadventent mistakes. The inclusion of a metered char-geof fuel additive, together "with the safety swicth, so that flooding ofthe cylinders is prevented contributes not only faster but safer andmore economical 'starting of a diesel engine.

Other .and further advantages and objects of the present invention lwillbe apparent 4from 'the following detailed description of an Iembodimentof the invention,` taken together with the'aecompanying draw-ings,inwhich:

Figure 1 is a'diagrammatic View, illustratingone system for implementingthe invention, and

Figure 2 is a sectional view of one type' of liquid additive vaporizingor .atomizing and metering devicel In the drawings,the numeral `10designates an intake manifold of va diesel engine 1,1 into which'intakeair usually is drawn lby a blower 12, .conventionally ldriven by thediesel motor. `On its outlet side 13, the' manifold interconnects in theusual manner with the various cylinders of .the engine. A vvaporizer,generally designated 14, has its outlet 15 connected into the intakemanifold 10 by means of conduit 16. f g

In the -disclosed embodiment, the air intake end 17 of the vaporizer 14is connected by means of pipe or conduit 18, preferably flexible, with acompressedV air tank 19 for supplying air under desired pressure -to thevaporizer.v The compressed air tank 119 may be suitably charged by acompressor 2t) .through a preferably flexible q conduit 21... A pressuregauge '22 to indicate the conditionv of the air supply, conveniently maybe mounted on the tank 19, along -with the usual vent and drain plug 23.

Interposed in conduit Z1-is a check or one wayvalve 24, preferablyspring-loaded for air-tightness, to permit vthe tank t'o .be charged bythe compressor, while'pre'venting air leakage when the compressor isidle. A solenoid valve 25, also air-tight, is interposed in conduit 18.be-

tween tank 19 and vaporizer 14 for .the purposes hereinafter-set forth.A supply of starting or additive liquid, such as ethyl ether or thelike, may be stored inthe reservoir 26 of the vaporizer 14.

Solenoid valve 25 is actuable througha wiring circuit consisting ofground lead 27 .and lead 28 through a booster switch 29 connected inseries with the usual starter-switch 30, the latter being connected toground at 3'1. The termihal 30a of the starter switch 3o, .through whichn is' connected to the booster switch 29, is also connected in the usualmanner by a lead 30b to a starter motor 30e for cranking .the diesel'engineill. Dueto this arrangement, the booster system can only beoperated when :both the booster motor :2,9. and starter switch 30.-'areclosed. The starter switch, however, is operable independently, of theIbooster system, thus conservingthe supplies yof 'compressed `air andlybooster, liquid; in the booster system'fo'r use only when necessary,while pro- 3 viding positive control-means for injecting the additivestarting liquid.

In operaiton, the compressed air from tank 19 or other source, vaporizesor atomizes the booster fiuid and blows or drives -it invapor formintor-.the-intakemanifold. :During this period the engine -is beingcranked by its-starter motor (not-shown) and, duetothe.1owturn over ofthe engine, the engine-operated blower Y12is revolving at too low aspeed to mix the additive with the air and distribute it uniformly tothe severalcylinders. However, the pressure injection of theatomizedadditive duringthis stagerfunctions as a supercharger andensures the thorough mixing and uniform distribution of theV air andadditiverequired for-quick startingof the diesel engine.

The system as-abovedescribed is shown applied to a conventional bus`system or installation, which has its own compressorltlandldue .tothe-air tight mechanism involved, includingl check valve 24'and solenoidvalve 25, istadapted `to-maintain sufficient pressure in tank19 tofunction for a period of two days or more. Therefore, even though thebus stands idle overnight or over a week-end, the device is stilloperable. In order to maintain a suicient air pressure, in theillustrated embodiment,` to operate -the system over such a protractedperiod of-time, it is essential that air and vapor tight means lead intoand out of the compressed air tank. This is accomplished onfinitialinstallation, by the use of non-leaking check andtsolenoidvalves at either end of the air tank. The preferred Yiiexible pipingbeyond the valves then cornesl into play to prevent transmission ofservice shocks to the valves andthe rig-id fittings mounting them on theltank.

One typeof vaporizer which has proved effective is shown in section inFigure 2 of the drawings. It consists of atbowl or like reservoir 26 insealed engagement with a casing 32. Siphon tube 33 opens into the bowlwhich can be fedi through filler plug assembly 34, or in any otherdesired manner, with the booster or additive fiuid. A needleassembly,generally indicated 35, is used in connection with pressure plate 36,throttling disc 37, and drip gland 38,-to adjust the ow and charge ofbooster fluid as necessary to obtain the desiredatomization and 'amountto'be introduced. Ball'check valves are provided at 39 and 40 to insureair tight operation in conjunction Withthe various seals utilized.

It will be apparent from the foregoingdescription that ameteredtchargeof a relatively low firing point additive liquid can be introduced invaporized or atomized form into a diesel engine in combination with theusual 'diesel fuel, to implement or facilitate starting. The Vmeteredcharge prevents-overcharging or ooding the cylinders. The chargeV can beregulated by adjustmentl of the needle valvetin the vaporizer assembly.

Additionally, the electrical system incorporates a booster switch invseries with'the starter switch, and in order to impart-a charge ofadditive fuel to the engine it is Vnecessary to close both the enginestarter switch and the booster switch. The starter switch, however, isindependently operable, such as when the engine is warm. The airpressure generated, either through the compressed air storage tank, orother means, serves to vaporize the additive fuel and force it intoy theintakemanifold, There it acts as a supercharger to ensure thoroughmixing of the air and additive and uniform distribution of the mixtureto the several cylinders during the cranking stage whenthe usual bloweris inadequate for this purpose due toits low rp.m.

Manifestly various modifications can be effected,V some of'fwhich havebeen described hereinbefore, withoutA departing from the spirit andscope of the present invention asdefined in the appended claims.

I claim:

"1. -A method of promoting starting of a diesel engine having anintakemanifold, a'dies'el fuel'supply for supplying diel fuel -to said engine,a booster starting system, said fuel supply and starting system eachbeing interconnected with the intake manifold, and an engine startingsystem, comprising introducing under superatmospheric pressure into saidintake manifold from said booster starting system an atomized fluid of"low firing temperature relative to said diesel fuel simultaneously withactuation of said engine starting system.

2. In a system for promoting starting of a diesel engine equipped withan intake manifold, a diesel fuel supply interconnected with saidmanifold for supplying diesel fuel to said engine, and an enginestarting system, the improvement comprising a supply of a liquid of lowfiring temperature relative to said diesel fuel, means for atomizing andinjecting said liquid from said supply under superatmospheric pressureinto said intake manifold, and means operatively associated with saidstarting system and said atomizing and injecting means for causingoperation of-said atomizing andinjecting means simultaneously -withoperation of said starting system while permitting independent operationof said starting system.

3. In a system as claimed in claim 2, said engine starting systemincluding an electrical circuit and a star-ter switch therein, saidatomizing and injection means including a source of airV under pressure,means for convey ing said air from said source to said atomizing andinjectingv'means and means interconnected with said conveying means forpreventing actuation of said atomizing and injecting means in theabsence of activation of said starter switch.

4. In a system as claimed in claim 3, said conveying means including aconduit, the means for limiting actuation ofrsaid atomizing andinjecting means including a solenoid valve and a booster switchconnected therewith and in-series in said electrical circuit wherebyclosing of both said starter switch and said booster switch arc rcquiredto Vactuate said atomizing and injecting mcans.

5. In a system as claimed in claim 4, a low tiring temperature-liquidmetering means in said liquid atomizing and injecting means forpreventing overcharge of the atomized low firing temperature liquid insaid engine.

6. In a system as claimed in claim 5, said metering means including areservoir, and an adjustable needle valve between said conveying meansand said reservoir for measuring the amount of said liquid admitted tosaid reservoir.

7. A system for promoting starting of a diesel engine equipped with anintake manifold comprising a source of air under pressure, a source of alow firing temperature liquid, a-vaporizer connected to said intakemanifold, conduit means connecting said air and liquid sources with saidvaporizer, a solenoid actuated valve interposed in said conduit meansbetween said air source and said vaporizer, an electric circuitconnected to said valve through anV engine starter switch, and a boosterswitch in said circuit in series with said starter switch wherebyactuation of said valve xto introduce air under pressure to saidvaporizing means is possible only when both said switches are closed,while said starter switch may be closed to start said motorindependently of closing of said booster switch.

8. A system as claimed in claim 7, said source of air under pressurecomprising a tank of compressed air.

References Cite-.d in the fiie of this patent UNITED STATES PATENTS`1,058,209 Webb et al. Apr. 8, 1913 1,611,324 Swartz Dec. 21, 19262,267,272 Franenfelder et al Dec. 23, 1941 723679,837 Tyler June 1, 1954FOREIGN PATENTS 402,413 `Great Britain Nov. 16, 1933 1,112,122 FranceMar. 8, l950

